Diek van dee linden



(No Model.)

D. VAN-DER LINDEN.

' UAR BRAK No 289,943. V PatentedDeo. 11, 1883.

WITNESSES: j IHVENTOE v EH5. Pluolu-Lilhngnphcr. Waahinglon, n. c

' Ilivirnn STATES PATENT Orrice.

DIRK VAN DER LINDEN, OF HOORN, NETHERLANDS.

CAR-BRAKE.

LPEGIFICATION formingpart of, Letters (Patent No. 289,943, dated,Decembsr 11', 1883, Application filed May 5. 1883. (No model.)

. 1'0 ctZZ whom, it may concern.-

Be it known that I, DIRK VAN DER -LIN- DEN, of Hoorn, in the Kingdom ofthe Netherlands, have invented certain new and useful Improvements inOar-Brakes, of which the following is a specification.

This invention has reference to improvements in car-brakes by which themomentum of the cars is utilized for putting onthe brakes automaticallywhen the locomotive has stopped; and the invention consists of twoangular and fulcrumed brake-levers that-are actuated by a springcushioned brake coupling extending from the brake-lever of one car tothat of the next car, and bymeans of an interineshing device of thebrake-levers.

The invention consists, secondly, of the combination of the fulcrumedbrake-levers with an eccentric and shaft, and with mechanism foroperating the same, so that the brake-shoes can be applied to thetruck-wheels independently of the coupling mechanism of the brakes whenthe train is to be made up.

In the accompanying drawings, Figures 1 and 2 representlongitudinalsections of two adjoining cars with my improved brake.

Similar letters of referenoejindicate corresponding parts.

Referring tothe drawings, N represents the buffers of two railway-cars,to which are connected the customary couplings and brake couplings,which are suspended by. chains vertically below each set of buffers N. p

The brake-coupling of each car consists of a tubular sleeve, A, which isconnected with the sleeve A of the next adjoining car by a screw orother connecting device, B. In the opposite end of each sleeve A isguided a cylindrical rod, Z, which is pivoted at its opposite end to anangular brake lever, O, fulcrumed by its upper arm at F to thecar-frame. Between the end of the sleeve A and the pivotconnection ofthe rod Z with the brake-lever O is interposed a strong spiralcushioningspring, 8. To the lower arm of the brake-lever O is applied abrake-shoe, D, while the upper arm of the same is provided with a forkedor toothed end, I, that engages the tapering end I of the upper armof asecond angular brakelever, O, which is fulcrumed to the car-frame at FThe upper arm of the brake-lever G is provided with a brake-shoe, D,next adjoining the tapering end I, and with a brake-shoe, D", at the endof its downwardly-extending arm. to the downwardly-extending arm of thelever G, by which the brake-lever O is moved away fromthe'truck-wheelswhen the brake is released. r

The operation of the brake mechanism is as follows: As long as the trainis in motion the brake-couplings exert no influence upon thecushioning-springs s, so that consequently a small space is left betweenthe brake-shoe D and the truck-wheel, which space has to be preferablyabout thirty millimeters in width. Vhen the train is to be brought to astop, and the engineer shuts off the steam, the cars crowd by theirmomentum one against the other, whereby the distance between them isreduced. The cushioning-springs of the brakecouplings A are therebycompressed, and the brake-shoes D pressed against the periphery of thetruck-wheels. Simultaneously the brake-levers C are moved on theirfulcra by means .of the intermeshing gearing I I, and thereby thebrake-shoes D pressed upon the opposite side of the'wheels. As soon asthe locomotive is started-again the pull exerted thereby upon thebrake-couplings relieves the cushioning-springs and causes thebrake-levers 0. and O to turn on their fulcra F and F by the action ofthe leaf-spring II, whereby the brake-shoes D D are removed from thewheels. The brakes are automatically applied by the stopping of thelocomotive and an effective brake action exerted on opposite sides ofthe wheels.

For the purpose of using the brakes also when making up the train, theupper arm of the brake-lever G is also provided with a brake-shoe, Dwhich is applied to the truckwheel by means of an eccentric, G, that is10- A strong leaf-spring, II, is connected cated below a rearwardextension, 0 of the operating mechanism, it raises the extension (3 ofthe brakelever O, and causes, by the inter mediate gearing, II, thelowering of thelever 0 and the tight pressing of the brakeshoe D to thecircumference of the wheel. As soon as the eccentric G is released fromthe extension-arm C of the brake-lever C, the leaf-spring H returns thebrake-levers C and G into their normal position of rest.

Having thus described my invention, I claim as new and desire to secureby Letters Patent- 1. As an improvement in railway-car brakes, thecombination, with fulcrumed angular levers C C, 'which are connected attheir upper arms by an intermeshing gearing, I I, and provided at theirlower arms with brake-shoes 1) D of a brake-coupling, A B, that isapplied, by a connecting-rod, Z, and cushioningspring 8, to the lowerarm of the brake-lever U, and ot' a leaf-spring, H, that is applied tothe i lower arm of the brake-lever C, substantially as set forth.

2. As an improvementin railway-car brakes, the combination, with thefulerumed angular brake-levers G and O, which are connected at theirupper arms by an intermeshing gearing, I I, of a leaf-spring, H, appliedto the lower arm of the brake-lever G, a brake-shoe, D, at the upper armof the same lever, of an cecentric, G, adapted to engage an extensionarm, 0 of the angular lever C, and of mechanism for turning theeccentric G and engaging the brake-lever C, substantially as set forth.

In testimony that I claim the foregoing as my invention I have signed myname in prcsence of two subscribing witnesses.

l). V. I). LINDEN.

Witnesses:

I}. S. Doom: G. GROENWELD.

